Vibration isolation devices and associated systems and methods

ABSTRACT

Vibration isolation devices and associated systems and methods are disclosed herein. In one embodiment, for example, an unmanned aircraft can include a fuselage having a first fuselage section and a second fuselage section adjacent to and at least approximately longitudinally aligned with the first fuselage section. The aircraft can also include at least one vibration isolation device coupling the first fuselage section to the second fuselage section. The vibration isolation device is translationally stiffer along a longitudinal axis than it is along a lateral and a vertical axis, and rotationally stiffer about a pitch and a yaw axis than it is about a roll axis.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of U.S. Provisional PatentApplication No. 61/032,858, filed Feb. 29, 2008, which is incorporatedherein in its entirety.

TECHNICAL FIELD

The present disclosure is directed generally to vibration isolationdevices and associated systems and methods. Several aspects of thepresent disclosure, more specifically, are directed toward vibrationisolation devices for both aircraft and non-aircraft systems.

BACKGROUND

Unmanned aircraft or air vehicles (UAVs) provide enhanced and economicalaccess to areas where manned flight operations are unacceptably costlyand/or dangerous. For example, unmanned aircraft outfitted with remotelyoperated movable cameras and/or other surveillance payloads can performa wide variety of surveillance missions, including spotting schools offish for the fisheries industry, monitoring weather conditions,providing border patrols for national governments, and providingmilitary surveillance before, during, and/or after military operations.The remotely controlled cameras on unmanned aircraft are typicallycarried by a gimbal system that controls and stabilizes movement of thecamera during operation. The camera and gimbal system are, in turn,generally carried within a clear or at least partially clear housingpositioned at or proximate to a nose portion of the aircraft fuselage.

This location offers excellent visibility for the camera duringsurveillance operations; however, the camera, the gimbal system, and thehousing are highly susceptible to shock and vibrations produced by theengine and/or other components of the aircraft. Such vibrations areparticularly difficult to isolate and/or dampen in piston-poweredaircraft. If the vibrations are not adequately isolated, the vibrationscan cause significant imaging problems (blurring, etc.). Moreover,excessive vibrations may also cause the highly complex and sensitivesurveillance components to malfunction and/or become inoperable. Inaddition to the problems associated with the surveillance equipment,shocks and vibrations produced by the engine (or other aircraftcomponents) can also negatively affect a number of other aircraftsystems and/or payloads.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a partially schematic, isometric illustration of an unmannedaircraft having one or more vibration isolation devices configured inaccordance with an embodiment of the disclosure.

FIG. 1B is a partially schematic, isometric view of a nose portion ofthe aircraft of FIG. 1A.

FIG. 1C is a schematic, isometric illustration of two components coupledtogether with one or more vibration isolation devices configured inaccordance with an embodiment of the disclosure.

FIG. 2A is an isometric view of a vibration isolation device configuredin accordance with an embodiment of the disclosure.

FIG. 2B is a top plan view of the vibration isolation device of FIG. 2A.

FIG. 2C is a bottom plan view of the vibration isolation device of FIG.2A.

FIG. 3 is a partially schematic view, top plan view of a portion of anaircraft fuselage having one or more vibration isolation devicesconfigured in accordance with another embodiment of the disclosure.

FIG. 4 is a partially schematic view of a portion of an aircraftfuselage having one or more vibration isolation devices configured inaccordance with still another embodiment of the disclosure.

FIG. 5 is a partially schematic, isometric illustration of a noseportion of an aircraft having one or more vibration isolation devicesconfigured in accordance with an yet embodiment of the disclosure.

DETAILED DESCRIPTION

The present disclosure describes vibration isolation devices andassociated systems and methods. Many specific details of certainembodiments of the disclosure are set forth in the following descriptionand in FIGS. 1A-5 to provide a thorough understanding of theseembodiments. Well-known structures, systems, and methods oftenassociated with such systems have not been shown or described in detailto avoid unnecessarily obscuring the description of the variousembodiments of the disclosure. In addition, those of ordinary skill inthe relevant art will understand that additional embodiments may bepracticed without several of the details described below.

FIG. 1A is a partially schematic, isometric view of an unmanned aircraft100 having one or more passive vibration isolation devices or elementsconfigured in accordance with an embodiment of the disclosure. Theunmanned aircraft 100 can include a fuselage 101, a pair of wings 102extending outwardly from the fuselage 101, and a propeller 104positioned at the aft end of the fuselage 101 to propel the aircraft 100during flight. Each wing 102 can include an upwardly extending winglet103 for lateral stability and control. In the illustrated embodiment,the fuselage 101 is generally stiff and includes multiple,longitudinally aligned fuselage sections (two are shown as a firstfuselage section 101 a and a second fuselage section 101 b) adjacent toeach other and coupled together with one or more passive vibrationisolation devices 120 (shown schematically). Although only threevibration isolation devices 120 are shown, it will be appreciated that adifferent number of vibration isolation devices 120 may be used tocouple the first and second fuselage sections 101 a and 101 b together.Furthermore, the vibration isolation devices 120 may be used throughoutthe aircraft 100 to couple a variety of different components together(e.g., the engine to the adjacent fuselage section, various otheradjacent fuselage sections to each other, various components within thepropulsion system, etc.) and/or to secure a payload to a portion of theaircraft 100.

The first fuselage section 101 a in the illustrated embodiment is a noseportion 105 of the aircraft 100 and includes a turret assembly 106having a device 108 (e.g., an imaging device, camera, surveillancesensor, or other payload) carried by a gimbal system 110 (shownschematically). The gimbal 110 is configured to move the device 108relative to the aircraft 100 to acquire and/or track a target located onthe ground, at sea, or in the air. The device 108 and gimbal 110 can bepositioned behind a surveillance dome or housing 112.

As described in detail below, the passive vibration isolation devices120 can include clips or attachment features configured to securecomponents together, while minimizing vibration transfer from onecomponent to another. The vibration isolation devices 120 in theembodiment illustrated in FIG. 1A, for example, are configured to securethe first fuselage section 101 a to the second fuselage section 101 b,while simultaneously minimizing and/or inhibiting vibration transferfrom the second fuselage section 101 b to-the first fuselage section 101a and the turret assembly 106 carried by the first fuselage section 101a. In embodiments where the device 108 is a camera, for example, thevibration isolation devices 120 can reduce and/or eliminate imagingproblems (e.g., blurring, etc.) associated with engine-induced or otherflight-induced vibrations. In several embodiments, for example, thevibration reduction as a result of using the vibration isolation devices120 is expected to be up to five orders of magnitude greater thanconventional arrangements that do not include the devices 120. Furtherdetails regarding the vibration isolation devices 120 are describedbelow with reference to FIGS. 1A-2C.

FIG. 1B is a partially schematic, isometric view of a nose portion ofthe aircraft 100 of FIG. 1A. As is known in the art, there are sixdegrees of freedom or axes associated with movement of the aircraft 100and its components (e.g., the first fuselage section 101 a, the secondfuselage section 101 b, etc.). More specifically, the aircraft 100 andit components can have three translational degrees of freedom (i.e.,three linear axes) and three rotational degrees of freedom (i.e., threemoment axes). For purposes of illustration, the six degrees of freedomare all relative to the three mutually orthogonal axes X, Y, and Z. TheX-axis, for example, is generally parallel with a longitudinal axis ofthe fuselage 101. The three translational degrees of freedom, forexample, include longitudinal or forward/aft movement along the X-axis(as identified by the arrow A and referred to herein as the“longitudinal axis”), lateral or side-to-side movement along the Y-axis(as identified by the arrow B and referred to herein as the “lateralaxis”), and vertical movement along the Z-axis (as identified by thearrow C and referred to herein as the “vertical axis”). The threerotational degrees of freedom include pitch movement about the Y-axis(as identified by the arrow P, roll movement about the X-axis (asidentified by the arrow R), and yaw movement about the Z-axis (asidentified by the arrow Y). The pitch, roll, and yaw movementaccordingly define three moment axes (referred to herein as the “pitchaxis,” the “roll axis,” and the “yaw axis,” respectively)

In one particular aspect of the embodiment shown in FIG. 1B, theindividual vibration isolation devices 120 are configured to be “stiff”so as to effectively restrict and/or inhibit movement relative to threeaxes (e.g., one translational degree of freedom or linear axis and tworotational degrees of freedom or moment axes), while being “soft” orallowing some movement in the other three axes (e.g., two translationaldegrees of freedom or linear axes and one rotational degree of freedomor moment axis) to isolate vibrations. More specifically, each vibrationisolation device 120 is configured to be “stiff” with respect to (a)movement along the longitudinal axis (as shown by the arrow A), (b)pitch movement about the Y-axis (as shown by the arrow P), and (c) yawmovement about the Z-axis (as shown by the arrow Y). In addition, eachvibration isolation element 120 is configured to be “soft” with respectto (a) movement along the lateral axis (as shown by the arrow B), (b)movement along the vertical axis (as shown by the arrow C), and (c) rollmovement about the X-axis (as shown by the arrow R). In one specificembodiment, for example, each vibration isolation device 120 isconfigured to be translationally stiffer along the longitudinal axisthan it is along both the lateral and vertical axes, and rotationallystiffer about the pitch and yaw axes then it is about the roll axis. Inanother particular embodiment, each vibration isolation device 120 isconfigured to be translationally softer along the lateral and verticalaxes than it is along the longitudinal axis, and rotationally softerabout the roll axis than it is about the pitch and yaw axes.

FIG. 1C is a schematic, isometric illustration of two components 160 and162 (shown schematically) arranged relative to each other and coupledtogether with the vibration isolation devices 120 (shown schematically).The two components 160 and 162 can include the first and second fuselagesections 101 a and 101 b of FIGS. 1A and 1B, an engine and an adjacentfuselage section, an imaging device or camera and the gimbal to whichthe imaging device is attached, a payload and a corresponding adjacentstructure of aircraft, or any of a wide variety of other components thatmay be coupled together.

For purposes of illustration, many aspects of FIG. 1C are simplified inorder to more particularly illustrate how the vibration isolationdevices 120 restrict/allow movement relative to the three translationand three rotational degrees of freedom. For example, thetranslational/rotational axes in which movement is restricted are shownin dashed lines, and the translational/rotational axes in which movementis allowed are shown in solid lines. More specifically, as discussedpreviously, the vibration isolation devices 120 are configured to (a)resist or inhibit relative movement between the first and secondcomponents 160 and 162 with respect to the longitudinal axis (shown bythe arrow A), the pitch axis (shown by the arrow P), and the yaw axis(shown by the arrow Y), and (b) allow relative movement between thefirst and second components 160 and 162 with respect to the lateral axis(shown by the arrow B), the vertical axis (shown by the arrow C), andthe roll axis (shown by the arrow R).

Referring back to FIG. 1B, the vibration isolation devices 120 allow thefirst and second fuselage sections 101 a and 101 b to translatelaterally and vertically relative to each other during operation(offsetting the central axes of the two sections 101 a and 101 b, butpreserving the direction cosines of the central axes in the definedcoordinate system). The vibration isolation devices 120 also allowrelative rotation of the first and second fuselage sections 101 a and101 b with respect to each other about the X-axis (i.e., roll as shownby the arrow R), but inhibit and/or prevent angular motion (i.e., pitchor yaw) that would tend to “kink” the system and create a relative anglebetween the respective longitudinal axes of the two fuselage sections101 a and 101 b. The vibration isolation devices 120 are furtherconfigured to inhibit and/or prevent excessive compression and/orextension of the individual vibration isolation devices 120 (i.e.,movement along the longitudinal axis). This is particularly importantduring launch operations when large forces are transmitted to theaircraft 100 in the direction of the longitudinal axis.

In another particular aspect of the embodiment shown in FIG. 1B, theindividual vibration isolation devices 120 are removable featuresconfigured to be releasably attached to the respective first and secondfuselage sections 101 a and 101 b to mate the two sections together. Thevibration isolation devices 120, for example, can be installed with therespective fuselage sections 101 a and 101 b using suitable fasteners(e.g., screws, bolts, etc.). In other embodiments, however, one or moreof the vibration isolation devices 120 may be installed with therespective fuselage sections 101 a and 101 b using generally permanentsecurement methods (e.g., welding, adhesives, etc.). In still otherembodiments, one or more of the vibration isolation devices 120 may beinstalled with the respective fuselage sections 101 a and 101 b usingreleasable latches or cam assemblies.

In the embodiment illustrated in FIGS. 1A and 1B, multiple vibrationisolation devices 120 (only three are shown) are arranged generallysymmetrically about the circumference of the fuselage 101. In otherembodiments, however, the vibration isolation devices 120 can have adifferent arrangement around the fuselage 101 and/or a different numberof vibration isolation devices 120 may be used to secure the first andsecond fuselage sections 101 a and 101 b together. In embodiments inwhich the vibration isolation devices 120 are used to secure other typesof components together and/or secure a payload to a portion of theaircraft 100, any suitable number of vibration isolation devices 120 maybe used. Moreover, although the vibration isolation devices 120 in theillustrated embodiment are installed externally on the fuselage 101, inother embodiments the vibration isolation devices 120 may be at leastpartially embedded in the fuselage 101 or may be installed internallywithin the fuselage 101.

In still another particular aspect of the embodiment illustrated inFIGS. 1A and 1B, the first fuselage section 101 a is spaced apart fromthe second fuselage section 101 b by a gap G. The gap G in theillustrated embodiment is approximately 5 mm. In other embodiments,however, the gap G can have a different dimension. In severalembodiments, a compressible or elastomeric material 122 (e.g., foam,rubber, etc.) can be positioned in the gap G between the first andsecond fuselage sections 101 a and 101 b. The compressible material 122,for example, can be a generally ring-like component sized to fit withinthe gap G to provide damping for the first and second fuselage sections101 a and 101 b. In other embodiments, the compressible material 122 maybe an integral portion of one or both of the fuselage sections 101 a and101 b. The compressible material 122 can also seal the gap G and provideenvironmental protection for the internal aircraft components proximateto the gap G. The compressible material 122 is an optional componentthat may not be included in some embodiments.

FIG. 2A is an isometric view of a vibration isolation device 120 beforeinstallation with the aircraft 100. The vibration isolation device 120includes a first member or plate 122 and a second member or plate 124.The first member 122 and the second member 124 are discrete componentspositioned adjacent to each other and operatively coupled together witha tension member 126. The first member 122 includes a first base 130, afirst channel 132 configured to receive a corresponding portion of thetension member 126, and a first clamping plate 134 configured to engagethe tension member 126. The first base 130 includes a non-linear firstmating surface 136 configured to mate with or otherwise engage acorresponding mating surface of the second member 124. Further detailsregarding the two mating surfaces are described below with reference toFIG. 2C. The first base 130 also includes a first fastener or attachmentfeature 138 (e.g., a screw, etc.) configured to secure the first member122 to the corresponding component (e.g., the first fuselage section 101a—FIG. 1B).

The second member 124 of the vibration isolation device 120 includes asecond base 140, a second channel 142 configured to receive the otherportion of the tension member 126, and a second clamping plate 144configured to engage the tension member 126. As mentioned above, thesecond base 140 also includes a non-linear second mating surface 146configured to mate with the first mating surface 136 of the first member122. The second base 140 also includes a second fastener or attachmentfeature 148 (e.g., a screw, etc.) configured to secure the second member124 to the corresponding component (e.g., the second fuselage section101 b—FIG. 1B).

FIG. 2B is a top plan view of the vibration isolation device 120 of FIG.2A. As best seen in FIG. 2B, the tensioning member 126 includes a firstwire 127 a and a second wire 127 b extending between and operablycoupling the first member 122 to the second member 124. The first andsecond wires 127 a and 127 b are secured to the respective first andsecond members 122 and 124 with the first and second clamping plates 134and 144, respectively. In the illustrated embodiment, for example, thefirst and second clamping plates 134 and 144 include generally squarenuts engaged with the respective first and second bases 130 and 140. Inother embodiments, however, the first and second clamping plates 134 and144 may have a different configuration and/or include differentfeatures. In still other embodiments, the tensioning member 126 mayinclude a different number of wires and/or the tensioning member 126 mayinclude different tensioning components in addition to, or in lieu of,the first and second wires 127 a and 127 b.

In the illustrated embodiment, the first and second wires 127 a and 127b are composed of a high tensile strength stainless steel (e.g.,300-series stainless steel). In other embodiments, however, the firstand second wires 127 a and 127 b may be composed of other suitablematerials having the desired material properties. The first and secondbases 130 and 140 are composed of aluminum. In other embodiments,however, the first and second bases 130 and 140 may be composed of othersuitable materials. The material selection, for example, can be based,at least in part, on the components that will be mated or joinedtogether with the vibration isolation device 120 and the desiredisolation characteristics.

FIG. 2C is a bottom plan view of the vibration isolation device 120 ofFIG. 2A. As best seen in FIG. 2C, the first and second mating surfaces136 and 146 each include a serpentine path that defines, at least inpart, one or more interlocking fingers 150. During periods of high loadson the vibration isolation device 120 (e.g., launch operations), theinterlocking finger(s) 150 can be used to mechanically limit movementbetween first and second members 122 and 124 (and the correspondingfirst and second aircraft components to which the first and secondmembers 122 and 124 are attached). The interlocking fingers 150 canaccordingly minimize or limit the loads on the tensioning member 126,which may not be configured not to withstand such excessive loads. Inother embodiments, however, the first and second mating surfaces 136 and146 may have other configurations. In several embodiments, for example,the first and second mating surfaces 136 and 146 may be generally linearsurfaces that do not include the interlocking fingers 150.

As also best seen in FIG. 2C, third and fourth fasteners 152 and 154(e.g., screws) extend through the first and second bases 130 and 140,respectively, and are positioned to engage the respective first andsecond clamping plates 134 and 144 (FIG. 2B). In other embodiments, thethird and fourth fasteners 152 and 154 may have another configuration.In still other embodiments, the third and fourth fasteners 152 and 154may be omitted and the first and second clamping plates 134 and 144(FIG. 2B) may be connected to the respective first and second bases 130and 140 using other suitable attachment mechanisms.

In the illustrated embodiment, the vibration isolation device 120 has alength L of about 3 inches and a width W of about 1 inch. The dimensionsof the vibration isolation device 120 are based, at least in part, onthe particular components to which the vibration isolation device 120will be attached and the desired vibration isolation characteristics ofthe device 120. Accordingly, in other embodiments, the dimensions of thevibration isolation device 120 can vary significantly from thedimensions of the device 120 of FIGS. 2A-2C.

FIG. 3 is a partially schematic, top plan view of a portion of anaircraft fuselage 200 having one or more vibration isolation devices 220configured in accordance with another embodiment of the disclosure. Morespecifically, the fuselage 200 includes a first fuselage section 201 acoupled to a second fuselage section 201 b using multiple vibrationisolation devices 220 (only one is shown). The first and second fuselagesections 201 a and 201 b can be generally similar to the first andsecond fuselage sections 101 a and 101 b described above with referenceto FIGS. 1A and 1B, or the first and second fuselage sections 201 a and201 b can have a different configuration. In one embodiment, at leastthree vibration isolation devices 220 are used to couple the first andsecond fuselage sections 201 a and 201 b together. In other embodiments,however, a different number of vibration isolation devices 220 may beused. A rubber shear spring 210 is positioned between the first andsecond fuselage sections 201 a and 201 b and functions as a resilientmember or structure between the respective sections.

In one aspect of the embodiment shown in FIG. 3, the individualvibration isolation devices 220 include a first member 222 coupled tothe first fuselage section 201 a and a second member 224 coupled to thesecond fuselage section 201 b. The first and second members 222 and 224include ball joints 226 and 228, respectively. The first and secondmembers 222 and 224 are coupled together with a ball link assembly 230.In other embodiments, the individual vibration isolation devices 220 mayhave a different configuration and/or include different features.

The vibration isolation device 220 can function in generally the sameway as the vibration isolation device 120 described above with referenceto FIGS. 1A-1C, and can have the same many of the same features andadvantages. For example, the vibration isolation device 220 isconfigured to be (a) “stiff” with respect to the longitudinal axis, thepitch axis, and the yaw axis; and (b) “soft” with respect to the lateralaxis, the vertical axis, and the roll axis.

FIG. 4 is a partially schematic, top plan view of a portion of anaircraft fuselage 300 having a vibration isolation assembly 320configured in accordance with still another embodiment of thedisclosure. More specifically, the fuselage 300 includes a firstfuselage section 301 a coupled to a second fuselage section 301 b withthe vibration isolation assembly 320. The first and second fuselagesections 301 a and 301 b can be generally similar to the first andsecond fuselage sections 101 a and 101 b described above with referenceto FIGS. 1A and 1B, or the first and second fuselage sections 301 a and301 b can have a different configuration. The vibration isolationassembly 320 in this embodiment differs from the vibration isolationdevices 120 and 220 described above in that the vibration isolationassembly 320 includes a multiple layers of different materials connectedto and between the fuselage sections 301 a and 301 b, rather than adevice having two discrete components connected to the respectivefuselage sections 301 a and 301 b and connected together with atensioning member or link.

The vibration isolation assembly 320 includes multiple compressible(e.g., rubber shear) layers 322 (three are shown in the illustratedembodiment as layers 322 a-c). The vibration isolation assembly 320 alsoincludes constraining (e.g., steel) layers 324 (two are shown as layers324 a and 324 b) between the individual compressible layers 322 a-c. Inother embodiments, a different number of compressible layers 322 and/orconstraining layers 324 may be used. Moreover, the compressible layers322 and/or constraining layers 324 may be composed of different types ofmaterials than those described above.

The vibration isolation assembly 320 can function in generally the sameway as the vibration isolation devices 120 described above withreference to FIGS. 1A-1C. For example, the vibration isolation assembly320 is configured to be relatively “stiff” so as to inhibit movementrelative to the same three axes (e.g., one translational degree offreedom axis and two rotational degrees of freedom) describedpreviously, and relatively “soft” in the other three axes describedabove (e.g., two translational degrees of freedom and one rotationaldegree of freedom) to isolate vibrations.

From the foregoing, it will be appreciated that specific embodimentshave been described herein for purposes of illustration, but that thedisclosure encompasses additional embodiments as well. For example, thevibration isolation devices described above with reference to FIGS. 1A-4may have different configurations and/or include different features.Referring to FIG. 5, for example, one or more vibration isolationdevices 120 may further include a rope deflection assembly 510 attachedto a forward portion of the respective vibration isolation devices 120.The rope deflection assembly 510 is configured to deflect avertically-suspended capture line during landing operations of theaircraft 100 and prevent the capture line from becoming caught orotherwise inadvertently engaged with the vibration isolation devices120. The rope deflection assembly 510 is an optional component that maynot be included in some embodiments.

Specific elements of any of the foregoing embodiments can be combined orsubstituted for elements in other embodiments. For example, thevibration isolation devices or assemblies described in the context ofspecific aircraft systems can be implemented in a number of otheraircraft or non-aircraft systems that include multiple componentsreleasably coupled together and where vibration sensitive payloads arean issue (e.g., automotive applications, industrial applications, etc.).Certain aspects of the disclosure are accordingly not limited toaircraft systems. Furthermore, while advantages associated with certainembodiments of the disclosure have been described in the context ofthese embodiments, other embodiments may also exhibit such advantages,and not all embodiments need necessarily exhibit such advantages to fallwithin the scope of the disclosure. Accordingly, embodiments of thedisclosure are not limited except as by the appended claims.

1. An unmanned aircraft system, comprising: a fuselage having a firstfuselage section and a second fuselage section adjacent to and at leastapproximately longitudinally aligned with the first fuselage section;and at least one vibration isolation device coupling the first fuselagesection to the second fuselage section, wherein the vibration isolationdevice is— translationally stiffer along a longitudinal axis than it isalong a lateral axis and a vertical axis; and rotationally stiffer abouta pitch axis and a yaw axis than it is about a roll axis.
 2. Theunmanned aircraft system of claim 1 wherein the individual vibrationisolation devices comprise: a first member attached to the firstfuselage section with a first fastener; a second member attached to thesecond fuselage section with a second fastener; and a tensioning memberconnected to and extending between the first member and the secondmember.
 3. The unmanned aircraft system of claim 2 wherein: thetensioning member includes a first wire and a second wire; the firstmember includes a first clamping plate engaged with a first end portionof each of the first and second wires; and the second member includes asecond clamping plate engaged with a second end portion of each of thefirst and second wires.
 4. The unmanned aircraft system of claim 2wherein: the first member includes a non-linear first mating surfacefacing the second member; and the second member includes a non-linearsecond mating surface configured to mate with the first mating surface,and wherein the first and second mating surfaces define, at least inpart, one interlocking finger.
 5. The unmanned aircraft system of claim1, further comprising a rubber shear spring between the first and secondfuselage sections, and wherein the individual vibration isolationdevices comprises: a first member attached to the first fuselagesection, the first member including a first ball joint; a second memberattached to the second fuselage section, the second member including asecond ball joint; and a ball link connected to and extending betweenthe first member and the second member.
 6. The unmanned aircraft ofclaim 1 wherein the at least one vibration isolation device comprises:two or more compressible layers in contact with and between the firstand second fuselage sections, wherein the compressible layers arecomposed of a generally compressible material; and a constraining layerbetween the individual compressible layers, wherein the constraininglayer is composed of a generally rigid material.
 7. The unmannedaircraft system of claim 1 wherein the first fuselage section is spacedapart from the second fuselage section by a gap, and wherein thevibration isolation device further comprises a generally compressiblematerial between and in contact with the first fuselage section and thesecond fuselage section.
 8. The unmanned aircraft system of claim 1wherein multiple vibration isolation devices are arranged generallysymmetrically about an outer circumference of the fuselage andpositioned to couple the first fuselage section to the second fuselagesection.
 9. The unmanned aircraft system of claim 1 wherein: the firstfuselage section is a nose portion of the aircraft including a turretassembly and a surveillance payload carried by a gimbal system; and thesecond fuselage section is immediately aft of the first fuselagesection.
 10. The unmanned aircraft system of claim 1, further comprisinga rope deflection assembly carried by one or more vibration isolationdevices.
 11. The unmanned aircraft system of claim 1 wherein theaircraft is a piston-powered aircraft.
 12. An aircraft system,comprising: an unmanned aircraft having a fuselage and a pair of wingsextending from the fuselage; a first component carried by the aircraft;a second component carried by the aircraft and positioned adjacent tothe first component; and a vibration isolation assembly coupling thefirst component to the second component, wherein the vibration isolationassembly is configured to (a) resist relative movement between the firstand second components with respect to one translational degree offreedom and two rotational degrees of freedom, and (b) allow relativemovement between the first and second components with respect to twotranslational degrees of freedom and one rotational degree of freedom.13. The aircraft system of claim 12 wherein the vibration isolationassembly is configured to: resist relative movement between the firstand second components with respect to the longitudinal axis, the pitchaxis, and the yaw axis; and allow relative movement between the firstand second components with respect to the lateral axis, the verticalaxis, and the roll axis.
 14. The aircraft system of claim 12 wherein thevibration isolation assembly comprises: a first member attached to thefirst component; a second member attached to the second component; and atensioning member connected to and extending between the first memberand the second member.
 15. The aircraft system of claim 14 wherein: thefirst member includes a first base having a non-linear first matingsurface, a first channel positioned to receive a portion of thetensioning member, and a first clamping plate positioned to engage thetensioning member, and wherein the non-linear first mating surface facesthe second member; and the second member includes a second base having anon-linear second mating surface configured to mate with the firstmating surface, a second channel positioned to receive another portionof the tensioning member, and a second clamping plate positioned toengage the tensioning member, and wherein the first and second matingsurfaces define, at least in part, one interlocking finger.
 16. Theaircraft system of claim 14 wherein: the tensioning member includes afirst wire and a second wire; the first member includes a first clampingplate engaged with a first end portion of each of the first and secondwires; and the second member includes a second clamping plate engagedwith a second end portion of each of the first and second wires.
 17. Theaircraft system of claim 12 wherein: the first component is an enginecarried by the aircraft; and the second component is a fuselage sectionimmediately adjacent to the engine.
 18. The aircraft system of claim 12wherein: the first component is a payload carried by the aircraft; andthe second component is a portion of the aircraft immediately adjacentto the payload.
 19. The aircraft system of claim 12 wherein thevibration isolation assembly is a removable feature configured to bereleasably attached to the respective first and second components. 20.The aircraft system of claim 12 wherein the vibration isolation assemblyis a generally non-removable feature fixedly attached to the respectivefirst and second components.
 21. The aircraft system of claim 12 whereinfirst component is spaced apart from the second component by a gap, andwherein the vibration isolation assembly further comprises a generallycompressible material between and in contact with the first and secondcomponents.
 22. An aircraft system, comprising: an unmanned aircraftincluding a fuselage having (a) a first fuselage section including anose portion with a turret assembly and a surveillance payload carriedby a gimbal system, and (b) a second fuselage section immediately aft ofand at least approximately longitudinally aligned with the firstfuselage section; and a plurality of vibration isolation devicesarranged generally symmetrically about an outer circumference of thefuselage and positioned to couple the first fuselage section to thesecond fuselage section, wherein each vibration isolation device is—translationally stiffer along a longitudinal axis than it is along alateral axis and a vertical axes; and rotationally stiffer about a pitchaxis and a yaw axis than it is about a roll axis; and wherein theindividual vibration isolation devices include— a tensioning memberconnected to and extending between a first member attached to the firstfuselage section and a second member attached to the second fuselagesection, wherein the tensioning member includes a first wire and asecond wire, wherein the first member including a first base having anon-linear first mating surface, a first channel, and a first clampingplate engaged with a first end portion of each of the first and secondwires, and wherein the non-linear first mating surface faces the secondmember, and wherein the second member includes a second base having anon-linear second mating surface configured to mate with the firstmating surface, a second channel positioned to receive another portionof the tensioning member, and a second clamping plate engaged with asecond end portion of each of the first and second wires, and whereinthe first and second mating surfaces define, at least in part, oneinterlocking finger.
 23. The aircraft system of claim 22 wherein thevibration isolation devices are removable features configured to bereleasably attached to the respective first and second fuselage sectionsand positioned to mate the two sections together.
 24. The aircraftsystem of claim 22 wherein the vibration isolation devices are generallynon-removable features secured to the respective first and secondcomponents and positioned to mate the two sections together.